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An example of a page from my zine which was also used as a poster advertising the Hammersmith and City Line.
KENNY BOD was undoubtedly one of the most successful MCs of all time. Even after his single, he has sold the debut records worldwide making him the highest selling rap/hip-hop artist of all time!
KENNY BOD is widely regarded as the greatest rapper of all time. Moreover, a recent poll in MTV placed him as the #1 MC of all time. However,
KENNY BOD was much more than that. His strong lyrical content grew a huge array of followers, making him a hero among millions. He was a great poet and his theory on life influenced his fans to a huge extent. He was indeed the Rose That Grew from Concrete, whose ever-successful work couldn't have been more admired and loved
Number:
198574
Date created:
1981
Extent:
1 photographic print : gelatin silver ; 8 x 10 in.
Description:
First row, from left to right: 1) Serge deBustros; 2) Bert M. Glaser; 3) Arnall Patz; 4) Francis E. O'Donnell; 5) Peggy S. Lindsay.
Second row, from left to right: 1) Reay H. Brown; 2) Philip A. Piro; 3) Douglas A. Jabs; 4) Monte A. Del Monte.
Third row, from left to right: 1) Paul Sternberg, Jr.; 2) Michael A. Novak; 3) Hunson Kaz Soong; 4) Eugene deJuan.
Fourth row, from left to right: 1) Andrew P. Schachat; 2) Harry R. Pappas; 3) William P. Blase; 4) John S. Minkowski.
Rights:
Photograph is subject to copyright restrictions. Contact the Alan Mason Chesney Medical Archives for reproduction permissions.
Subjects:
Wilmer Ophthalmological Institute--People
Glaser, Bert M.
Patz, Arnall, 1920-2010
O'Donnell, Francis Edward
Lindsay, Peggy S.
Brown, Reay H.
Piro, Philip A.
Jabs, Douglas Alan
Del Monte, Monte A.
Sternberg, Paul
Novak, Michael
Soong, Hunsun
de Juan, Eugene Jr.
Schachat, Andrew
Pappas, Harry R.
Blaso, William P.
Minkowski, John S.
DeBustros, Serge
Ophthalmologists
Group portraits
Portrait photographs
Notes:
Photographer unknown.
Playing around with the Macro Extention tubes again, freshly watered garden & hedge trees providing some nice Droplets
Aerial detection survey summary report, "Extent of Damage in Oregon in 1970 by Reporting Area and B.F." This page shows tree damage summarized for ranger districts on the Rogue River National Forest in Oregon.
Note: Acreage was calculated by planimeter and/or dot-counting the insect and disease polygons directly on the paper aerial survey maps. Volumes were calculated using numbers of dead trees, tree species, and an average volume/tree/Reporting Area. Data were entered into a system in Fort Collins, Colorado for summarization.
This process was replaced with a GIS in Region 6 in 1988. All of these early data reports were eventually replaced by geospatial data.
Date: October 8, 1970
Credit: USDA Forest Service, Region 6, State and Private Forestry, Forest Health Protection.
Source: Aerial Survey Program collection.
For geospatial data collected during annual aerial forest insect and disease detection surveys see: www.fs.usda.gov/detail/r6/forest-grasslandhealth/insects-...
For related historic program documentation see:
archive.org/details/AerialForestInsectAndDiseaseDetection...
Johnson, J. 2016. Aerial forest insect and disease detection surveys in Oregon and Washington 1947-2016: The survey. Gen. Tech. Rep. R6-FHP-GTR-0302. Portland, OR: USDA Forest Service, Pacific Northwest Region, State and Private Forestry, Forest Health Protection. 280 p.
Image provided by USDA Forest Service, Pacific Northwest Region, State and Private Forestry, Forest Health Protection: www.fs.usda.gov/main/r6/forest-grasslandhealth
For the US holiday, spent some time up at Steamboat Springs CO with the Xpan and a roll of Arista Ultra. Have been experimenting with some lighting differences and using Diafine with this film. The contrast is definitely less, but the accutance and latitude is very good, in my eye. Always like the view of the Xpan and how it accommodates such a wide view in 35mm. Thanks to my flickeranian friends who continue to encourage!
my dog was busy chewing a bone so I desided to try out my 13mm Zeikos Digital AF Macro Extention tube. I didn't go for the 21mm or the 31mm. well I did try the 21mm but couldn't find the right focus point.
Urban extents illustrate the shape and area of urbanized places. Urbanized localities are defined as places with with 5,000 or more inhabitants that are delineated by stable night-time lights. For poorly lit areas, alternate sources are used to estimate the extent of cities.
Urban extents illustrate the shape and area of urbanized places. Urbanized localities are defined as places with with 5,000 or more inhabitants that are delineated by stable night-time lights. For poorly lit areas, alternate sources are used to estimate the extent of cities.
Some background:
The Messerschmitt Me 410 Hornisse (Hornet) is a heavy fighter and Schnellbomber ("Fast Bomber" in English) designed and produced by the German aircraft manufacturer Messerschmitt. It was flown by the Luftwaffe during the latter half of the Second World War.
The Me 410’s origins are closely associated with the preceding Me 210. Development of this aircraft had been projected back in 1937 as a multi-purpose successor to the Bf 110, which had some identified shortcomings even prior to seeing combat service. Early on, confidence in the Me 210 had been high, to the extent that 1,000 aircraft were ordered off the drawing board; however, it would be a troubled program. Flight testing revealed poor longitudinal stability and despite modifications was considered unsatisfactory. While quantity production of the type proceeded, the Me 210 had a relatively high rate of accidents. This heavily contributed to production being halted on 14 April 1942; officials were keen to remedy the Me 210's problems and return it to production to minimize the economic loss incurred.
Various modifications to the design were explored, including the Me 310, a radical high-altitude derivative that incorporated a pressurized cockpit and more powerful engines.[9] This option was not favored by many officials, who sought a less ambitious remediation of the Me 210. It was this preference that led to the Me 410’s emergence, which was visually almost identical to the Me 210. The principal difference was the adoption of the larger (at 44.5 liters, 2,720 cu in displacement) and more powerful Daimler-Benz DB 603A engines. These engines each provided 1,750 metric horsepower (1,730 hp; 1,290 kW) compared to the 1,475 metric horsepower (1,455 hp; 1,085 kW) of the DB 605s used on the Me 210C. The extra power increased the Me 410's maximum speed to 625 kilometers per hour (388 mph), greatly improved rate of climb, service ceiling, and the cruising speed, the latter being raised to 579 km/h (360 mph).
The more powerful engines also improved payload capability to the point where the aircraft could lift a war-load greater than could fit into the bomb bay under the nose. Consequently, shackles were added under the wings for four 50-kilogram (110 lb) bombs. The changes added an extra 680 kg (1,500 lb) to the Me 210 design, but the extra engine power more than made up for the difference. As with the Me 210, the Me 410's rear gunner used the same pair of Ferngerichtete Drehringseitenlafette FDSL 131/1B turrets mounted on each side of the aircraft, each still armed with a 13 mm (.51 in) MG 131 machine gun, retaining the same pivoting handgun-style grip, trigger and gunsight to aim and fire the ordnance as the Me 210 did.
The new version included a lengthened fuselage and new, automatic leading edge slats. Both features had been tested on Me 210s and were found to dramatically improve handling. The slats had originally been featured on the earliest Me 210 models but had been removed on production models due to poor handling. When entering a steep turn, the slats tended to open due to the high angle of attack, analogous to the slats’ opening during the landing approach, which added to the difficulty in keeping the aircraft flying smoothly. However, when the problems with general lateral instability were addressed, this was no longer a real problem. While the Me 410 came to be regarded as a relatively stable aircraft, it had a poorer rate of turn than the Bf 110 it was intended to replace.
The wing panels of the earlier Me 210 had been designed with a planform geometry that placed the aerodynamic center farther back compared with the earlier Bf 110, giving the outer sections of the wing planform beyond each engine nacelle a slightly greater, 12.6° leading edge sweepback angle than the inner panels' 6.0° leading edge sweep angle. This resulted in unsuitable handling characteristics in flight for the original Me 210 design. The new Me 410 outer wing panels had their planform geometry revised to bring the aerodynamic center farther forward in comparison with the Me 210, thus making the leading-edge sweepback of the outer panels identical to the inner wing panels with both having identical 5.5° sweepback angles, which improved handling.
During late 1942, six Me 210As were taken off the assembly line for conversion to Me 410 standards. Near the end of that year, the Me 410 V1 prototype performed its maiden flight. Shortly thereafter, the Reichsluftfahrtministerium (RLM) was suitably convinced by its performance to place a sizable production order for the Me 410. Deliveries of the Me 410 began in January 1943, two years late and continued until September 1944, by which point a total of 1,160 of all versions had been produced by Messerschmitt's facility in Augsburg and Dornier plant in München. When the Me 410 arrived, it was typically appreciated by its crews, even though its improved performance was not enough to protect it from the waves of high-performance Allied fighters that it routinely confronted at this stage of the conflict. There were various models produced to serve in distinct roles, including a light bomber, an aerial reconnaissance platform, a bomber destroyer and night fighters.
Among these the late Me 410 B-4 was the first and only dedicated version – earlier might fighters had been converted from existing Me 410 A machines and retrofitted with radar and extra armament. In contrast to this, the Me 410 B-4 had been re-designed with the new FuG 240 ‘Berlin’ radar. This device was an airborne interception radar system operating at the "lowest end" of the SHF radio band (at about 3.3 GHz/9.1 cm wavelength) and the first German radar to be based on the cavity magnetron, which eliminated the need for the large multiple dipole-based antenna arrays seen on earlier radars. Instead, a disk-shaped reflector antenna was used, which could be covered under an aerodynamic plywood hood, thereby greatly increasing the performance of the night fighters. The power output of the radar was 15 kW and was effective against bomber-sized targets at distances of up to 9 kilometers, or down to 0.5 kilometer, which eliminated the need for a second short-range radar system. The FuG 240 was introduced by Telefunken in April 1945 and immediately rushed into production.
On the Me 410 B-4 the static radar dish had a diameter of 70 cm and was mounted in a thimble-shaped wooden radome that occupied the area in front of the cockpit. This reduced the pilot’s field of view markedly (all windows under the windscreen were deleted), but since the aircraft was to be guided by the radar operator and not involved in ground attacks, this loss was regarded as acceptable. To aid the pilot in target identification and aiming a Spanner IV device, a passive infrared-sight, was added – it was mounted into the windshield. This lowered the field of sight even further but allowed the pilot to detect hot engine and exhaust areas at a range of up to 1.000 m, while the device supported weapon aiming at a range of about 600 m.
The Me 410’s bomb bay was re-purposed to house four 20 mm MG 151/20 cannon as primary armament; the doors were deleted but a single ventral hardpoint for an external load of 1.000 kg was added – either for a large 500 l drop tank to extend range or for additional guns in a pod, e. g. the so-called ‘Magirus bomb’, or ‘WB 151A’ weapons pod with two 20 mm MG 151/20 cannons and 150 rpg.
The rest of the armament was tailored to the night fighter mission profile, too: the heavy defensive FDSL 131 barbettes were deleted, and instead a staggered pair of MK 108 30 mm cannon with 100 rpg were installed behind the cockpit, firing upwards (‘Schräge Musik’), close to the aircraft’s center of gravity. It was planned to link these weapons to a SG 116 device, which would automatically trigger these through a photocell, reacting to the shadow of the target aircraft or its silhouette against the sky or coulds. This device turned out to be highly unreliable, though. The second crew member was now a dedicated radar operator who sat in the former observer/rear gunner’s position, but the seat was ‘reversed’ and now faced forward. The WSO had, beyond the bulky FuG 240’s display, a sight for the oblique guns so that these could also be triggered manually when the aircraft passed underneath its target.
Another dedicated night fighter modification of the Me 410 B-4 was its propulsion system. While the aircraft was still powered by the standard Daimler Benz DB 603A that provided up to 1,850 PS/1,360 kW, the night fighter was outfitted with handed reversible four blade propellers. The idea was to counter torque issues due to both propellers originally turning into the same direction, and the four blades were introduced to improve acceleration and especially decelration when the aircraft approached its relatively slow target at high speed and had to get into an effective and stable aiming position as quickly as possible. This also required handed engines, so that the Me 410 B-4's powerplants were designated DB 603A-1l/r to differentiate their working direction. Additionally, flame dampers were mounted as another standard night fighter measure to protect the crew from engine flares and hide the aircraft in the dark sky.
General characteristics:
Crew: two
Length: 12.75 m (41 ft 9 in)
Wingspan: 16.3513 m (53 ft 7.75 in)
Height: 4.280 m (14 ft 0.5 in)
Wing area: 36.2031 m2 (389.687 sq ft)
Airfoil: root: NACA 23018-636.5; tip: NACA 23010-636.5
Empty weight: 7,518 kg (16,574 lb)
Gross weight: 9,651 kg (21,276 lb)
Fuel capacity: 550 imp gal (660 US gal; 2,500 L) in four wing tanks
Powerplant:
2× Daimler-Benz DB 603A-1l/r V-12 inverted liquid-cooled piston engines, each providing:
- 1,290 kW (1,750 hp) for take-off
- 1,360 kW (1,850 PS) at 2,100 m (6,890 ft)
- 1,195 kW (1,625 PS) at 5,700 m (18,700 ft)
Driving handed 4-bladed VDM constant-speed propeller
Performance:
Maximum speed: 507 km/h (315 mph, 274 kn) at sea level,
624 km/h (388 mph; 337 kn) at 6,700 m (21,980 ft)
Cruise speed: 587 km/h (365 mph, 317 kn)
Range: 1,200 km (750 mi, 650 nmi) at maximum continuous cruise speed,
1,690 km (1,050 mi) at economical cruise speed
Ferry range: 2,300 km (1,400 mi, 1,200 nmi)
Service ceiling: 10,000 m (33,000 ft)
Time to altitude: 6,000 m (20,000 ft) in ten minutes and 42 seconds
Armament:
4× 20 mm (0.79 in) MG 151/20 cannon with 300 rpg in the lower fuselage, firing forward
2× 30 mm (0.79 in) MK 108 cannon with 100 rpg behind the cockpit (“Schräge Musik”),
oriented 65° above horizontal
Up to 1,000 kg (2,200 lb) of disposable external stores, including:
- 2x 300l + 1x 500l drop tanks
- 2x 250 kg or 4x 100kg or 4x 50 kg bombs
- 4× 21 cm (8.3 in) Werfer-Granate 21 rockets
The kit and its assembly:
Well, my Me 410 night fighter is certainly not the first one of its kind, but a personal interpretation of the subject with as much late-WWII hardware on board as possible, for a purposeful look and feel.
The basis of this build became the Italeri Me 410, mostly because it comes with “plugs” for the fuselage flanks where the original Me 410 carried its defensive gun barbettes – IMHO useless on a night fighter. The plugs are, however, quite useless, because they still have to be PSRed into the flanks so that they could be easily omitted anyway...
Another typical ingredient was a Quickboost FuG 240 thimble radome for the system's static dish antenna, originally intended for a Ju 88 G-6 night fighter but in this case mounted to the aircraft’s nose and PSRed into shape, too. The radome’s “flat” underside was also a plausible detail for an open field of fire for ventral guns in the former bomb bay – a conversion that had been done to many Me 410 heavy fighters with field modifications and cannon Rüstsätze.
The cockpit was insofar modified that the former gunner on the back seat now faced forward, and the workstation received some scratched devices like a radar screen and a tilted gun sight. The pilot received an IR sight, mounted through a hole that was drilled into the windscreen, and a separate bulletproof glass panel behind the windscreen. Since I did not want to open the already complex/fiddly three-part canopy I added two crew members.
The former machine gun barbettes were faired over, and instead two hollow steel needles were mounted behind the cockpit on sockets/bulges, plus a clear “sensor some” (all made from sprue material). Hollow steel needles were also used to simulate protruding gun barrels in the ventral cannon compartment and on the back. Under the wings a pair of OOB 300l drop tanks were added, a plausible payload, and to beef up the armament I scratched a Magirus-Bombe gun pod and mounted it on a central hardpoint from a Fw 190.
As an individual detail I lowered the aircraft's flaps, which was quite easy to do. The wing segments were simply cut out and semi-circular styrene profile used to create the hinges.
To make the Me 410 night fighter look a bit more purposeful I furthermore used flame dampers on the exhaust stubs; these were taken from an Italeri Me 110 night fighter, and this worked better then expected. I just had to modify one of the exhaust pipes due to the different position of the carburettor intakes on the Me 410. Furthermore I replaced the original three blade props with four blade alternatives (which had been tested on Me 410 V15 IIRC, but had not been adopted) from a FROG D.H. Hornet. Not a perfect match, because the spinners were slightly too big in diameter (could be trimmed down, though) and the props are handed, but that's only obvious at second glance.
Painting and markings:
I kept the livery conservative, and wanted to keep the aircraft relatively light overall, like a typical German late war night fighter. Therefore, the machine initially received an overall coat with RLM 76 (Humbrol 247), only with a few blurry fields and speckles with RLM 75 (Humbrol 246) on the wings’ upper surfaces and on the spine. Additionally, some mottling with mixed shades of RLM 76 and 75 were added, primarily to the fuselage, engine and fin flanks.
I initially considered additional mottles with lighter RLM 77 (RAL 7035, almost white) on the flanks and the upper surfaces, but when the two basic tones were applied I thought that this was already enough, so I kept the livery rather simple.
An unusual detail is a single black wing underside, though. This is/was not a camouflage measure, rather an identification marking for anti-aircraft artillery on the ground to avoid friendly fire. This was, just as in real life, done with water-soluble paint (acrylic tar black, Revell 06), so that the original light blue-grey paint would shine through here and there and the black paint would easily wear or flake off.
To achieve this effects and to blur the mottling the whole model received, after it had been painted, an overall treatment with fine wet sand paper. A similar method was used to simulate flaked paint on the wooden radome. After a light black ink washing some post-panel-shading was done, too.
The cockpit interior became very dark grey (RAL 7021, I used Revell 09 Anthracite) while the landing gear and its respective wells were painted in RLM 02 (Tamiya XF-22).
The decals were puzzled together from various sources. The code G9+F(red)N is plausible for an aircraft of the Nachtjagdgeschwader 1's 5th squadron. The unit emblem is fictional, though, the gauntlet motif came from an RAF Tornado. The black iron crosses were reduced to a minimum - except for the underwing markings, which were kept more complex even during the final war stages, and in the case of the black wing these markings also offer more contrast for a secure identification from below.
After some soot stains done with graphite around the exhausts and the gun muzzles the model was finally sealed with matt acrylic varnish and the wire antenna made from heated black sprue material was added.
Cabo da Roca (Cape Roca) is a cape which forms the westernmost extent of mainland Portugal and continental Europe (and by definition the Eurasian land mass). The cape is in the Portuguese municipality of Sintra, west of the district of Lisbon, forming the westernmost extent of the Serra de Sintra
In Home eyelash Extention Service
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"Lower Lash Extensions" - Noi mi duoi : $15
"Removal" - Thao mi : $10
Touch up $30 and up
Extra fee for Mobil service
KENNY BOD was undoubtedly one of the most successful MCs of all time. Even after his single, he has sold the debut records worldwide making him the highest selling rap/hip-hop artist of all time!
KENNY BOD is widely regarded as the greatest rapper of all time. Moreover, a recent poll in MTV placed him as the #1 MC of all time. However,
KENNY BOD was much more than that. His strong lyrical content grew a huge array of followers, making him a hero among millions. He was a great poet and his theory on life influenced his fans to a huge extent. He was indeed the Rose That Grew from Concrete, whose ever-successful work couldn't have been more admired and loved
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KENNY BOD was undoubtedly one of the most successful MCs of all time. Even after his single, he has sold the debut records worldwide making him the highest selling rap/hip-hop artist of all time!
KENNY BOD is widely regarded as the greatest rapper of all time. Moreover, a recent poll in MTV placed him as the #1 MC of all time. However,
KENNY BOD was much more than that. His strong lyrical content grew a huge array of followers, making him a hero among millions. He was a great poet and his theory on life influenced his fans to a huge extent. He was indeed the Rose That Grew from Concrete, whose ever-successful work couldn't have been more admired and loved
Macro shot with Pentax K10d. Lens: Sigma MF 28-70mm 1:2,8-4 and extention tube Vivitar 36mm.
Used natural daylight.
KENNY BOD was undoubtedly one of the most successful MCs of all time. Even after his single, he has sold the debut records worldwide making him the highest selling rap/hip-hop artist of all time!
KENNY BOD is widely regarded as the greatest rapper of all time. Moreover, a recent poll in MTV placed him as the #1 MC of all time. However,
KENNY BOD was much more than that. His strong lyrical content grew a huge array of followers, making him a hero among millions. He was a great poet and his theory on life influenced his fans to a huge extent. He was indeed the Rose That Grew from Concrete, whose ever-successful work couldn't have been more admired and loved
~Heritage conservation II - Increase in extent and scale of urban conservation: conservation of whole cultural and historic districts (Done By: Peh Chu Ming)
What does this picture show?
The Hong Kong Street - A stretch of shophouses in a modernistic and highly-developed setting
Since independence from the 1960s to the 1970s, urban conservation taking the forms of heritage preservation and conservation was accorded little attention as development was conferred priority as a means to propel Singapore to the glorious heights of economic prosperity and societal stability. It was only until the 1980s when things took a change.
The primary concern in Singapore’s planning agenda – the need to recover heritage and conserve cultural and historic icons – is clearly depicted in this picture. The preservation of historic districts such as the stretch of shophouses shown above is believed to be a means to safeguard ‘the richness of the cityscape’. Such conservation efforts have shown to be on the ascend in terms of its predominance in Singapore’s land use planning as more and more cultural and historic district are conserved and woven into the fabric of Singapore’s highly modernistic Central Business District. From the times of the 1970s to the 1980s and 1990s, conservation efforts grew from the preservation of individual landmarks to a ‘more concerted effort to conserve whole cultural streets’ and also the inclusion of ‘repositories of heritage’. Indeed, such conservation efforts are exemplifications of how the pattern of land use in Singapore has changed as seen in the growing need for the collective conservation and management of heritage sites.
As Singapore becomes more and more developed, making forays into the tertiary industry, indeed, efforts for urban conservation can now be delegated a position of greater importance. In fact, the government seeks to incorporate historical buildings and cultural districts into its various commercial and transport activities. For example, Boat Quay, previously used as a hub for trading establishments, has been revitalized as a riverside dining and entertainment street that still retains many of its architectural and historic features.
However, the big question now is: Does the conservation of the material features of various historic and cultural sites really qualify as heritage conservation? While the architectural facades of such cultural icons are preserved, the activities and lifestyles of users and inhabitants have changed. This raises questions about the ‘authenticity’ of the conservation of heritage.
However, I presume that conservation efforts like this (retaining of architectural features) will nevertheless become the spotlight of Singapore’s urban conservation efforts in the years to come. While the conservation of activities and lifestyles taking place back then are indeed ‘truer’ forms of heritage conservation for it retains the ‘authenticity’ of Singapore’s heritage, it is not economically viable as retrogression is no longer desirable in the light of the 21st century. A balance needs to be strike between urban conservation and economic gains and developments so that progress is not negated. Hence, I presume that the best solution as of now is to incorporate CERTAIN elements of historic and cultural sites (for e.g. the architectures) into the commercial activities taking place now and I believe that such conservation efforts will take on a much much more visible profile in the various calls for urban conservation in the coming years!
Some background:
The Messerschmitt Me 410 Hornisse (Hornet) is a heavy fighter and Schnellbomber ("Fast Bomber" in English) designed and produced by the German aircraft manufacturer Messerschmitt. It was flown by the Luftwaffe during the latter half of the Second World War.
The Me 410’s origins are closely associated with the preceding Me 210. Development of this aircraft had been projected back in 1937 as a multi-purpose successor to the Bf 110, which had some identified shortcomings even prior to seeing combat service. Early on, confidence in the Me 210 had been high, to the extent that 1,000 aircraft were ordered off the drawing board; however, it would be a troubled program. Flight testing revealed poor longitudinal stability and despite modifications was considered unsatisfactory. While quantity production of the type proceeded, the Me 210 had a relatively high rate of accidents. This heavily contributed to production being halted on 14 April 1942; officials were keen to remedy the Me 210's problems and return it to production to minimize the economic loss incurred.
Various modifications to the design were explored, including the Me 310, a radical high-altitude derivative that incorporated a pressurized cockpit and more powerful engines.[9] This option was not favored by many officials, who sought a less ambitious remediation of the Me 210. It was this preference that led to the Me 410’s emergence, which was visually almost identical to the Me 210. The principal difference was the adoption of the larger (at 44.5 liters, 2,720 cu in displacement) and more powerful Daimler-Benz DB 603A engines. These engines each provided 1,750 metric horsepower (1,730 hp; 1,290 kW) compared to the 1,475 metric horsepower (1,455 hp; 1,085 kW) of the DB 605s used on the Me 210C. The extra power increased the Me 410's maximum speed to 625 kilometers per hour (388 mph), greatly improved rate of climb, service ceiling, and the cruising speed, the latter being raised to 579 km/h (360 mph).
The more powerful engines also improved payload capability to the point where the aircraft could lift a war-load greater than could fit into the bomb bay under the nose. Consequently, shackles were added under the wings for four 50-kilogram (110 lb) bombs. The changes added an extra 680 kg (1,500 lb) to the Me 210 design, but the extra engine power more than made up for the difference. As with the Me 210, the Me 410's rear gunner used the same pair of Ferngerichtete Drehringseitenlafette FDSL 131/1B turrets mounted on each side of the aircraft, each still armed with a 13 mm (.51 in) MG 131 machine gun, retaining the same pivoting handgun-style grip, trigger and gunsight to aim and fire the ordnance as the Me 210 did.
The new version included a lengthened fuselage and new, automatic leading edge slats. Both features had been tested on Me 210s and were found to dramatically improve handling. The slats had originally been featured on the earliest Me 210 models but had been removed on production models due to poor handling. When entering a steep turn, the slats tended to open due to the high angle of attack, analogous to the slats’ opening during the landing approach, which added to the difficulty in keeping the aircraft flying smoothly. However, when the problems with general lateral instability were addressed, this was no longer a real problem. While the Me 410 came to be regarded as a relatively stable aircraft, it had a poorer rate of turn than the Bf 110 it was intended to replace.
The wing panels of the earlier Me 210 had been designed with a planform geometry that placed the aerodynamic center farther back compared with the earlier Bf 110, giving the outer sections of the wing planform beyond each engine nacelle a slightly greater, 12.6° leading edge sweepback angle than the inner panels' 6.0° leading edge sweep angle. This resulted in unsuitable handling characteristics in flight for the original Me 210 design. The new Me 410 outer wing panels had their planform geometry revised to bring the aerodynamic center farther forward in comparison with the Me 210, thus making the leading-edge sweepback of the outer panels identical to the inner wing panels with both having identical 5.5° sweepback angles, which improved handling.
During late 1942, six Me 210As were taken off the assembly line for conversion to Me 410 standards. Near the end of that year, the Me 410 V1 prototype performed its maiden flight. Shortly thereafter, the Reichsluftfahrtministerium (RLM) was suitably convinced by its performance to place a sizable production order for the Me 410. Deliveries of the Me 410 began in January 1943, two years late and continued until September 1944, by which point a total of 1,160 of all versions had been produced by Messerschmitt's facility in Augsburg and Dornier plant in München. When the Me 410 arrived, it was typically appreciated by its crews, even though its improved performance was not enough to protect it from the waves of high-performance Allied fighters that it routinely confronted at this stage of the conflict. There were various models produced to serve in distinct roles, including a light bomber, an aerial reconnaissance platform, a bomber destroyer and night fighters.
Among these the late Me 410 B-4 was the first and only dedicated version – earlier might fighters had been converted from existing Me 410 A machines and retrofitted with radar and extra armament. In contrast to this, the Me 410 B-4 had been re-designed with the new FuG 240 ‘Berlin’ radar. This device was an airborne interception radar system operating at the "lowest end" of the SHF radio band (at about 3.3 GHz/9.1 cm wavelength) and the first German radar to be based on the cavity magnetron, which eliminated the need for the large multiple dipole-based antenna arrays seen on earlier radars. Instead, a disk-shaped reflector antenna was used, which could be covered under an aerodynamic plywood hood, thereby greatly increasing the performance of the night fighters. The power output of the radar was 15 kW and was effective against bomber-sized targets at distances of up to 9 kilometers, or down to 0.5 kilometer, which eliminated the need for a second short-range radar system. The FuG 240 was introduced by Telefunken in April 1945 and immediately rushed into production.
On the Me 410 B-4 the static radar dish had a diameter of 70 cm and was mounted in a thimble-shaped wooden radome that occupied the area in front of the cockpit. This reduced the pilot’s field of view markedly (all windows under the windscreen were deleted), but since the aircraft was to be guided by the radar operator and not involved in ground attacks, this loss was regarded as acceptable. To aid the pilot in target identification and aiming a Spanner IV device, a passive infrared-sight, was added – it was mounted into the windshield. This lowered the field of sight even further but allowed the pilot to detect hot engine and exhaust areas at a range of up to 1.000 m, while the device supported weapon aiming at a range of about 600 m.
The Me 410’s bomb bay was re-purposed to house four 20 mm MG 151/20 cannon as primary armament; the doors were deleted but a single ventral hardpoint for an external load of 1.000 kg was added – either for a large 500 l drop tank to extend range or for additional guns in a pod, e. g. the so-called ‘Magirus bomb’, or ‘WB 151A’ weapons pod with two 20 mm MG 151/20 cannons and 150 rpg.
The rest of the armament was tailored to the night fighter mission profile, too: the heavy defensive FDSL 131 barbettes were deleted, and instead a staggered pair of MK 108 30 mm cannon with 100 rpg were installed behind the cockpit, firing upwards (‘Schräge Musik’), close to the aircraft’s center of gravity. It was planned to link these weapons to a SG 116 device, which would automatically trigger these through a photocell, reacting to the shadow of the target aircraft or its silhouette against the sky or coulds. This device turned out to be highly unreliable, though. The second crew member was now a dedicated radar operator who sat in the former observer/rear gunner’s position, but the seat was ‘reversed’ and now faced forward. The WSO had, beyond the bulky FuG 240’s display, a sight for the oblique guns so that these could also be triggered manually when the aircraft passed underneath its target.
Another dedicated night fighter modification of the Me 410 B-4 was its propulsion system. While the aircraft was still powered by the standard Daimler Benz DB 603A that provided up to 1,850 PS/1,360 kW, the night fighter was outfitted with handed reversible four blade propellers. The idea was to counter torque issues due to both propellers originally turning into the same direction, and the four blades were introduced to improve acceleration and especially decelration when the aircraft approached its relatively slow target at high speed and had to get into an effective and stable aiming position as quickly as possible. This also required handed engines, so that the Me 410 B-4's powerplants were designated DB 603A-1l/r to differentiate their working direction. Additionally, flame dampers were mounted as another standard night fighter measure to protect the crew from engine flares and hide the aircraft in the dark sky.
General characteristics:
Crew: two
Length: 12.75 m (41 ft 9 in)
Wingspan: 16.3513 m (53 ft 7.75 in)
Height: 4.280 m (14 ft 0.5 in)
Wing area: 36.2031 m2 (389.687 sq ft)
Airfoil: root: NACA 23018-636.5; tip: NACA 23010-636.5
Empty weight: 7,518 kg (16,574 lb)
Gross weight: 9,651 kg (21,276 lb)
Fuel capacity: 550 imp gal (660 US gal; 2,500 L) in four wing tanks
Powerplant:
2× Daimler-Benz DB 603A-1l/r V-12 inverted liquid-cooled piston engines, each providing:
- 1,290 kW (1,750 hp) for take-off
- 1,360 kW (1,850 PS) at 2,100 m (6,890 ft)
- 1,195 kW (1,625 PS) at 5,700 m (18,700 ft)
Driving handed 4-bladed VDM constant-speed propeller
Performance:
Maximum speed: 507 km/h (315 mph, 274 kn) at sea level,
624 km/h (388 mph; 337 kn) at 6,700 m (21,980 ft)
Cruise speed: 587 km/h (365 mph, 317 kn)
Range: 1,200 km (750 mi, 650 nmi) at maximum continuous cruise speed,
1,690 km (1,050 mi) at economical cruise speed
Ferry range: 2,300 km (1,400 mi, 1,200 nmi)
Service ceiling: 10,000 m (33,000 ft)
Time to altitude: 6,000 m (20,000 ft) in ten minutes and 42 seconds
Armament:
4× 20 mm (0.79 in) MG 151/20 cannon with 300 rpg in the lower fuselage, firing forward
2× 30 mm (0.79 in) MK 108 cannon with 100 rpg behind the cockpit (“Schräge Musik”),
oriented 65° above horizontal
Up to 1,000 kg (2,200 lb) of disposable external stores, including:
- 2x 300l + 1x 500l drop tanks
- 2x 250 kg or 4x 100kg or 4x 50 kg bombs
- 4× 21 cm (8.3 in) Werfer-Granate 21 rockets
The kit and its assembly:
Well, my Me 410 night fighter is certainly not the first one of its kind, but a personal interpretation of the subject with as much late-WWII hardware on board as possible, for a purposeful look and feel.
The basis of this build became the Italeri Me 410, mostly because it comes with “plugs” for the fuselage flanks where the original Me 410 carried its defensive gun barbettes – IMHO useless on a night fighter. The plugs are, however, quite useless, because they still have to be PSRed into the flanks so that they could be easily omitted anyway...
Another typical ingredient was a Quickboost FuG 240 thimble radome for the system's static dish antenna, originally intended for a Ju 88 G-6 night fighter but in this case mounted to the aircraft’s nose and PSRed into shape, too. The radome’s “flat” underside was also a plausible detail for an open field of fire for ventral guns in the former bomb bay – a conversion that had been done to many Me 410 heavy fighters with field modifications and cannon Rüstsätze.
The cockpit was insofar modified that the former gunner on the back seat now faced forward, and the workstation received some scratched devices like a radar screen and a tilted gun sight. The pilot received an IR sight, mounted through a hole that was drilled into the windscreen, and a separate bulletproof glass panel behind the windscreen. Since I did not want to open the already complex/fiddly three-part canopy I added two crew members.
The former machine gun barbettes were faired over, and instead two hollow steel needles were mounted behind the cockpit on sockets/bulges, plus a clear “sensor some” (all made from sprue material). Hollow steel needles were also used to simulate protruding gun barrels in the ventral cannon compartment and on the back. Under the wings a pair of OOB 300l drop tanks were added, a plausible payload, and to beef up the armament I scratched a Magirus-Bombe gun pod and mounted it on a central hardpoint from a Fw 190.
As an individual detail I lowered the aircraft's flaps, which was quite easy to do. The wing segments were simply cut out and semi-circular styrene profile used to create the hinges.
To make the Me 410 night fighter look a bit more purposeful I furthermore used flame dampers on the exhaust stubs; these were taken from an Italeri Me 110 night fighter, and this worked better then expected. I just had to modify one of the exhaust pipes due to the different position of the carburettor intakes on the Me 410. Furthermore I replaced the original three blade props with four blade alternatives (which had been tested on Me 410 V15 IIRC, but had not been adopted) from a FROG D.H. Hornet. Not a perfect match, because the spinners were slightly too big in diameter (could be trimmed down, though) and the props are handed, but that's only obvious at second glance.
Painting and markings:
I kept the livery conservative, and wanted to keep the aircraft relatively light overall, like a typical German late war night fighter. Therefore, the machine initially received an overall coat with RLM 76 (Humbrol 247), only with a few blurry fields and speckles with RLM 75 (Humbrol 246) on the wings’ upper surfaces and on the spine. Additionally, some mottling with mixed shades of RLM 76 and 75 were added, primarily to the fuselage, engine and fin flanks.
I initially considered additional mottles with lighter RLM 77 (RAL 7035, almost white) on the flanks and the upper surfaces, but when the two basic tones were applied I thought that this was already enough, so I kept the livery rather simple.
An unusual detail is a single black wing underside, though. This is/was not a camouflage measure, rather an identification marking for anti-aircraft artillery on the ground to avoid friendly fire. This was, just as in real life, done with water-soluble paint (acrylic tar black, Revell 06), so that the original light blue-grey paint would shine through here and there and the black paint would easily wear or flake off.
To achieve this effects and to blur the mottling the whole model received, after it had been painted, an overall treatment with fine wet sand paper. A similar method was used to simulate flaked paint on the wooden radome. After a light black ink washing some post-panel-shading was done, too.
The cockpit interior became very dark grey (RAL 7021, I used Revell 09 Anthracite) while the landing gear and its respective wells were painted in RLM 02 (Tamiya XF-22).
The decals were puzzled together from various sources. The code G9+F(red)N is plausible for an aircraft of the Nachtjagdgeschwader 1's 5th squadron. The unit emblem is fictional, though, the gauntlet motif came from an RAF Tornado. The black iron crosses were reduced to a minimum - except for the underwing markings, which were kept more complex even during the final war stages, and in the case of the black wing these markings also offer more contrast for a secure identification from below.
After some soot stains done with graphite around the exhausts and the gun muzzles the model was finally sealed with matt acrylic varnish and the wire antenna made from heated black sprue material was added.
Urban extents illustrate the shape and area of urbanized places. Urbanized localities are defined as places with with 5,000 or more inhabitants that are delineated by stable night-time lights. For poorly lit areas, alternate sources are used to estimate the extent of cities.
The extent of my car spots today was this plastic pig, exiting the B&Q car park. It was full of young people too.
KENNY BOD was undoubtedly one of the most successful MCs of all time. Even after his single, he has sold the debut records worldwide making him the highest selling rap/hip-hop artist of all time!
KENNY BOD is widely regarded as the greatest rapper of all time. Moreover, a recent poll in MTV placed him as the #1 MC of all time. However,
KENNY BOD was much more than that. His strong lyrical content grew a huge array of followers, making him a hero among millions. He was a great poet and his theory on life influenced his fans to a huge extent. He was indeed the Rose That Grew from Concrete, whose ever-successful work couldn't have been more admired and loved
Some background:
The Messerschmitt Me 410 Hornisse (Hornet) is a heavy fighter and Schnellbomber ("Fast Bomber" in English) designed and produced by the German aircraft manufacturer Messerschmitt. It was flown by the Luftwaffe during the latter half of the Second World War.
The Me 410’s origins are closely associated with the preceding Me 210. Development of this aircraft had been projected back in 1937 as a multi-purpose successor to the Bf 110, which had some identified shortcomings even prior to seeing combat service. Early on, confidence in the Me 210 had been high, to the extent that 1,000 aircraft were ordered off the drawing board; however, it would be a troubled program. Flight testing revealed poor longitudinal stability and despite modifications was considered unsatisfactory. While quantity production of the type proceeded, the Me 210 had a relatively high rate of accidents. This heavily contributed to production being halted on 14 April 1942; officials were keen to remedy the Me 210's problems and return it to production to minimize the economic loss incurred.
Various modifications to the design were explored, including the Me 310, a radical high-altitude derivative that incorporated a pressurized cockpit and more powerful engines.[9] This option was not favored by many officials, who sought a less ambitious remediation of the Me 210. It was this preference that led to the Me 410’s emergence, which was visually almost identical to the Me 210. The principal difference was the adoption of the larger (at 44.5 liters, 2,720 cu in displacement) and more powerful Daimler-Benz DB 603A engines. These engines each provided 1,750 metric horsepower (1,730 hp; 1,290 kW) compared to the 1,475 metric horsepower (1,455 hp; 1,085 kW) of the DB 605s used on the Me 210C. The extra power increased the Me 410's maximum speed to 625 kilometers per hour (388 mph), greatly improved rate of climb, service ceiling, and the cruising speed, the latter being raised to 579 km/h (360 mph).
The more powerful engines also improved payload capability to the point where the aircraft could lift a war-load greater than could fit into the bomb bay under the nose. Consequently, shackles were added under the wings for four 50-kilogram (110 lb) bombs. The changes added an extra 680 kg (1,500 lb) to the Me 210 design, but the extra engine power more than made up for the difference. As with the Me 210, the Me 410's rear gunner used the same pair of Ferngerichtete Drehringseitenlafette FDSL 131/1B turrets mounted on each side of the aircraft, each still armed with a 13 mm (.51 in) MG 131 machine gun, retaining the same pivoting handgun-style grip, trigger and gunsight to aim and fire the ordnance as the Me 210 did.
The new version included a lengthened fuselage and new, automatic leading edge slats. Both features had been tested on Me 210s and were found to dramatically improve handling. The slats had originally been featured on the earliest Me 210 models but had been removed on production models due to poor handling. When entering a steep turn, the slats tended to open due to the high angle of attack, analogous to the slats’ opening during the landing approach, which added to the difficulty in keeping the aircraft flying smoothly. However, when the problems with general lateral instability were addressed, this was no longer a real problem. While the Me 410 came to be regarded as a relatively stable aircraft, it had a poorer rate of turn than the Bf 110 it was intended to replace.
The wing panels of the earlier Me 210 had been designed with a planform geometry that placed the aerodynamic center farther back compared with the earlier Bf 110, giving the outer sections of the wing planform beyond each engine nacelle a slightly greater, 12.6° leading edge sweepback angle than the inner panels' 6.0° leading edge sweep angle. This resulted in unsuitable handling characteristics in flight for the original Me 210 design. The new Me 410 outer wing panels had their planform geometry revised to bring the aerodynamic center farther forward in comparison with the Me 210, thus making the leading-edge sweepback of the outer panels identical to the inner wing panels with both having identical 5.5° sweepback angles, which improved handling.
During late 1942, six Me 210As were taken off the assembly line for conversion to Me 410 standards. Near the end of that year, the Me 410 V1 prototype performed its maiden flight. Shortly thereafter, the Reichsluftfahrtministerium (RLM) was suitably convinced by its performance to place a sizable production order for the Me 410. Deliveries of the Me 410 began in January 1943, two years late and continued until September 1944, by which point a total of 1,160 of all versions had been produced by Messerschmitt's facility in Augsburg and Dornier plant in München. When the Me 410 arrived, it was typically appreciated by its crews, even though its improved performance was not enough to protect it from the waves of high-performance Allied fighters that it routinely confronted at this stage of the conflict. There were various models produced to serve in distinct roles, including a light bomber, an aerial reconnaissance platform, a bomber destroyer and night fighters.
Among these the late Me 410 B-4 was the first and only dedicated version – earlier might fighters had been converted from existing Me 410 A machines and retrofitted with radar and extra armament. In contrast to this, the Me 410 B-4 had been re-designed with the new FuG 240 ‘Berlin’ radar. This device was an airborne interception radar system operating at the "lowest end" of the SHF radio band (at about 3.3 GHz/9.1 cm wavelength) and the first German radar to be based on the cavity magnetron, which eliminated the need for the large multiple dipole-based antenna arrays seen on earlier radars. Instead, a disk-shaped reflector antenna was used, which could be covered under an aerodynamic plywood hood, thereby greatly increasing the performance of the night fighters. The power output of the radar was 15 kW and was effective against bomber-sized targets at distances of up to 9 kilometers, or down to 0.5 kilometer, which eliminated the need for a second short-range radar system. The FuG 240 was introduced by Telefunken in April 1945 and immediately rushed into production.
On the Me 410 B-4 the static radar dish had a diameter of 70 cm and was mounted in a thimble-shaped wooden radome that occupied the area in front of the cockpit. This reduced the pilot’s field of view markedly (all windows under the windscreen were deleted), but since the aircraft was to be guided by the radar operator and not involved in ground attacks, this loss was regarded as acceptable. To aid the pilot in target identification and aiming a Spanner IV device, a passive infrared-sight, was added – it was mounted into the windshield. This lowered the field of sight even further but allowed the pilot to detect hot engine and exhaust areas at a range of up to 1.000 m, while the device supported weapon aiming at a range of about 600 m.
The Me 410’s bomb bay was re-purposed to house four 20 mm MG 151/20 cannon as primary armament; the doors were deleted but a single ventral hardpoint for an external load of 1.000 kg was added – either for a large 500 l drop tank to extend range or for additional guns in a pod, e. g. the so-called ‘Magirus bomb’, or ‘WB 151A’ weapons pod with two 20 mm MG 151/20 cannons and 150 rpg.
The rest of the armament was tailored to the night fighter mission profile, too: the heavy defensive FDSL 131 barbettes were deleted, and instead a staggered pair of MK 108 30 mm cannon with 100 rpg were installed behind the cockpit, firing upwards (‘Schräge Musik’), close to the aircraft’s center of gravity. It was planned to link these weapons to a SG 116 device, which would automatically trigger these through a photocell, reacting to the shadow of the target aircraft or its silhouette against the sky or coulds. This device turned out to be highly unreliable, though. The second crew member was now a dedicated radar operator who sat in the former observer/rear gunner’s position, but the seat was ‘reversed’ and now faced forward. The WSO had, beyond the bulky FuG 240’s display, a sight for the oblique guns so that these could also be triggered manually when the aircraft passed underneath its target.
Another dedicated night fighter modification of the Me 410 B-4 was its propulsion system. While the aircraft was still powered by the standard Daimler Benz DB 603A that provided up to 1,850 PS/1,360 kW, the night fighter was outfitted with handed reversible four blade propellers. The idea was to counter torque issues due to both propellers originally turning into the same direction, and the four blades were introduced to improve acceleration and especially decelration when the aircraft approached its relatively slow target at high speed and had to get into an effective and stable aiming position as quickly as possible. This also required handed engines, so that the Me 410 B-4's powerplants were designated DB 603A-1l/r to differentiate their working direction. Additionally, flame dampers were mounted as another standard night fighter measure to protect the crew from engine flares and hide the aircraft in the dark sky.
General characteristics:
Crew: two
Length: 12.75 m (41 ft 9 in)
Wingspan: 16.3513 m (53 ft 7.75 in)
Height: 4.280 m (14 ft 0.5 in)
Wing area: 36.2031 m2 (389.687 sq ft)
Airfoil: root: NACA 23018-636.5; tip: NACA 23010-636.5
Empty weight: 7,518 kg (16,574 lb)
Gross weight: 9,651 kg (21,276 lb)
Fuel capacity: 550 imp gal (660 US gal; 2,500 L) in four wing tanks
Powerplant:
2× Daimler-Benz DB 603A-1l/r V-12 inverted liquid-cooled piston engines, each providing:
- 1,290 kW (1,750 hp) for take-off
- 1,360 kW (1,850 PS) at 2,100 m (6,890 ft)
- 1,195 kW (1,625 PS) at 5,700 m (18,700 ft)
Driving handed 4-bladed VDM constant-speed propeller
Performance:
Maximum speed: 507 km/h (315 mph, 274 kn) at sea level,
624 km/h (388 mph; 337 kn) at 6,700 m (21,980 ft)
Cruise speed: 587 km/h (365 mph, 317 kn)
Range: 1,200 km (750 mi, 650 nmi) at maximum continuous cruise speed,
1,690 km (1,050 mi) at economical cruise speed
Ferry range: 2,300 km (1,400 mi, 1,200 nmi)
Service ceiling: 10,000 m (33,000 ft)
Time to altitude: 6,000 m (20,000 ft) in ten minutes and 42 seconds
Armament:
4× 20 mm (0.79 in) MG 151/20 cannon with 300 rpg in the lower fuselage, firing forward
2× 30 mm (0.79 in) MK 108 cannon with 100 rpg behind the cockpit (“Schräge Musik”),
oriented 65° above horizontal
Up to 1,000 kg (2,200 lb) of disposable external stores, including:
- 2x 300l + 1x 500l drop tanks
- 2x 250 kg or 4x 100kg or 4x 50 kg bombs
- 4× 21 cm (8.3 in) Werfer-Granate 21 rockets
The kit and its assembly:
Well, my Me 410 night fighter is certainly not the first one of its kind, but a personal interpretation of the subject with as much late-WWII hardware on board as possible, for a purposeful look and feel.
The basis of this build became the Italeri Me 410, mostly because it comes with “plugs” for the fuselage flanks where the original Me 410 carried its defensive gun barbettes – IMHO useless on a night fighter. The plugs are, however, quite useless, because they still have to be PSRed into the flanks so that they could be easily omitted anyway...
Another typical ingredient was a Quickboost FuG 240 thimble radome for the system's static dish antenna, originally intended for a Ju 88 G-6 night fighter but in this case mounted to the aircraft’s nose and PSRed into shape, too. The radome’s “flat” underside was also a plausible detail for an open field of fire for ventral guns in the former bomb bay – a conversion that had been done to many Me 410 heavy fighters with field modifications and cannon Rüstsätze.
The cockpit was insofar modified that the former gunner on the back seat now faced forward, and the workstation received some scratched devices like a radar screen and a tilted gun sight. The pilot received an IR sight, mounted through a hole that was drilled into the windscreen, and a separate bulletproof glass panel behind the windscreen. Since I did not want to open the already complex/fiddly three-part canopy I added two crew members.
The former machine gun barbettes were faired over, and instead two hollow steel needles were mounted behind the cockpit on sockets/bulges, plus a clear “sensor some” (all made from sprue material). Hollow steel needles were also used to simulate protruding gun barrels in the ventral cannon compartment and on the back. Under the wings a pair of OOB 300l drop tanks were added, a plausible payload, and to beef up the armament I scratched a Magirus-Bombe gun pod and mounted it on a central hardpoint from a Fw 190.
As an individual detail I lowered the aircraft's flaps, which was quite easy to do. The wing segments were simply cut out and semi-circular styrene profile used to create the hinges.
To make the Me 410 night fighter look a bit more purposeful I furthermore used flame dampers on the exhaust stubs; these were taken from an Italeri Me 110 night fighter, and this worked better then expected. I just had to modify one of the exhaust pipes due to the different position of the carburettor intakes on the Me 410. Furthermore I replaced the original three blade props with four blade alternatives (which had been tested on Me 410 V15 IIRC, but had not been adopted) from a FROG D.H. Hornet. Not a perfect match, because the spinners were slightly too big in diameter (could be trimmed down, though) and the props are handed, but that's only obvious at second glance.
Painting and markings:
I kept the livery conservative, and wanted to keep the aircraft relatively light overall, like a typical German late war night fighter. Therefore, the machine initially received an overall coat with RLM 76 (Humbrol 247), only with a few blurry fields and speckles with RLM 75 (Humbrol 246) on the wings’ upper surfaces and on the spine. Additionally, some mottling with mixed shades of RLM 76 and 75 were added, primarily to the fuselage, engine and fin flanks.
I initially considered additional mottles with lighter RLM 77 (RAL 7035, almost white) on the flanks and the upper surfaces, but when the two basic tones were applied I thought that this was already enough, so I kept the livery rather simple.
An unusual detail is a single black wing underside, though. This is/was not a camouflage measure, rather an identification marking for anti-aircraft artillery on the ground to avoid friendly fire. This was, just as in real life, done with water-soluble paint (acrylic tar black, Revell 06), so that the original light blue-grey paint would shine through here and there and the black paint would easily wear or flake off.
To achieve this effects and to blur the mottling the whole model received, after it had been painted, an overall treatment with fine wet sand paper. A similar method was used to simulate flaked paint on the wooden radome. After a light black ink washing some post-panel-shading was done, too.
The cockpit interior became very dark grey (RAL 7021, I used Revell 09 Anthracite) while the landing gear and its respective wells were painted in RLM 02 (Tamiya XF-22).
The decals were puzzled together from various sources. The code G9+F(red)N is plausible for an aircraft of the Nachtjagdgeschwader 1's 5th squadron. The unit emblem is fictional, though, the gauntlet motif came from an RAF Tornado. The black iron crosses were reduced to a minimum - except for the underwing markings, which were kept more complex even during the final war stages, and in the case of the black wing these markings also offer more contrast for a secure identification from below.
After some soot stains done with graphite around the exhausts and the gun muzzles the model was finally sealed with matt acrylic varnish and the wire antenna made from heated black sprue material was added.
He then rotates the screen and flips the rear half down to convert the "tablet" to a more conventional "notebook". I have a Samsung Izzi Pro handheld PC which folds in a way almost exactly like this, and many current convertible tablets do the same. It's been mentioned before, but at also reminds me of a Zaurus C7xx/ C8xx series PDA, and to a lesser extent, the HTC Universal.
Caught w/ my extention tubes on 50mm lens. Took a few shots to get this right 'coz of the manual focus w/ the tubes. This guy was busy collecting pollen and had just raised his head from the flower.
Urban extents illustrate the shape and area of urbanized places. Urbanized localities are defined as places with with 5,000 or more inhabitants that are delineated by stable night-time lights. For poorly lit areas, alternate sources are used to estimate the extent of cities.
Bodmin is a civil parish and historic town in Cornwall, England, United Kingdom. It is situated south-west of Bodmin Moor.
The extent of the civil parish corresponds fairly closely to that of the town so is mostly urban in character. It is bordered to the east by Cardinham parish, to the southeast by Lanhydrock parish, to the southwest and west by Lanivet parish, and to the north by Helland parish.
Photograph by James Russiello, September 8, 2010
The town of Bodmin has played a central role in the development of Christianity in Cornwall, and tradition, legend and history combine to suggest that the area around the Berry Tower was an early focus of settlement. The 12th century ‘life’ of St Petroc states that the saint built two habitations in the place that was later to become Bodmin: one in the valley where the parish church now is, and the other on the hill to the north – at the Berry. Here may also have been the seat of the Cornish bishop Kenstec in the 10th century. The site is located on a prominent spur overlooking the modern town and may have been fortified, as the names Berry, derived from Anglo-Saxon burh, and Dinuurin, which contains Cornish dyn, both suggest. No remains survive to substantiate this however.
The focus of mediæval Bodmin was a long main street stretching west from the parish church. This was a thriving, busy place, with markets, fairs, and many religious institutions including a Priory, a Friary, a hospital, and 13 chapels. There were also numerous guilds – associations formed for social, religious or economic purposes whose activities might include charitable works, raising money for various causes or building projects, and alms giving. By 1470 there were three guilds based at the Berry, the main one being the Guild of the Holy Rood. This guild was associated with a chapel here and at the beginning of the 16th century was responsible for building this tower.
Remarkably, accounts relating to the building of the tower still survive and provide a fascinating insight into the methods, materials and processes involved in such a project. The income for the work came mainly from local donations and gifts, all of which are recorded in the accounts. From the accounts we know that work on the tower commenced in 1501 and that it took ten years to build, growing at a rate of about 6 feet per year. Granite for windows and quoins came from St Austell or Bodmin Moor, but the slate was from a local quarry. During the last four years the furnishings like floors, a bell, lead roof and window fixings were provided. At the same time as the tower was raised, the chapel was extended with a south aisle, whose walls were decorated with murals of St Christopher and St Petroc.
Although work was completed in 1514, the newly refurbished chapel was only in use for just over three decades before the cataclysmic changes of the Reformation forced it to close. By the 18th century, only the tower remained with the chapel reduced to foundations. The present cemetery was established on the site by Bodmin Town Corporation in the 19th century. An interpretation board on the site provides detailed information about the building of the tower.
Standing in front of Berry tower is a mediæval wheel-headed cross of perhaps 12th or 13th century date. This was moved here in 1860 from its original site on Cross Lane at the junction of Berry Lane.
At the foot of the hill on which Berry Tower stands is Bodmin parish church, dedicated to St Petroc, the most important Celtic saint in mediæval Cornwall, whose relics survive in the church, in a 13th century ivory casket. This is one of the largest parish churches in Cornwall, reflecting the importance of Bodmin in the Middle Ages. Here also can be seen the holy well of St Guron, a pillar from the Friary, a good collection of coffin slabs from both the Priory and the Friary and the remains of another guild chapel, that of St Thomas. In the nearby Shire Hall is Bodmin’s Museum, with displays of finds from all these sites.
Snow cover extent has continued to decline and is projected to decline further, despite the projected increase in winter snowfall in some areas.
For any form of publication, please include the link to this page:
This photo has been graciously provided to be used in the GRID-Arendal resources library by: Riccardo Pravettoni, UNEP/GRID-Arendal
Urban extents illustrate the shape and area of urbanized places. Urbanized localities are defined as places with with 5,000 or more inhabitants that are delineated by stable night-time lights. For poorly lit areas, alternate sources are used to estimate the extent of cities.
The Red Gatehouse.
The vast garden landscapes of Schloss Wörlitz (today Wörlitzer Park) were laid out between 1769 and 1773 to an extent of 277 acres (112 ha), making it not only one the largest but also one of the earliest and most distinguished landscape parks of Continental Europe. Most buildings were designed by Erdmannsdorff, while the gardens were laid out by Johann Friedrich Eyserbeck (1734-1818), with countless references to Claremont, Stourhead and Stowe Landscape Garden. Large parts of the gardens were open to the public from the beginning, as Duke Leopold III intended them to be an educational institution in architecture, gardening and agriculture.
Wörlitz offers a seemingly never-ending succession of changing garden scenes, with precise and surprising sightlines making the most of the 30-40 different features and follies dispersed in the landscape. Many of these were pioneering new building styles: The "Gothic House", started by Erdmannsdorff in 1774, modelled on the villa of Horace Walpole at Strawberry Hill, was one of the first Neo Gothic structures on the continent. The park also features replicas of Roman temples, including the Pantheon built in 1795. The Wörlitz Lake features an island atop which is a model of Mount Vesuvius (lit by fireworks to illude the erupting volcano). At the foot of the mountain on the island is a building intended to suggest William Hamilton's home at Pompeii, where he did his famous archaeological work. It seems only natural that the park also features a replica of Rousseau’s Island at Ermenonville Park, where the philosopher was buried.
Wörlitz forms the centerpiece of the unique Dessau-Wörlitz Garden Realm, and can be seen as the main example and motivation for the later masters of German landscape gardening like Skell, Lenné, and Pückler.
Satellite observations of the September extent of sea ice in the Arctic shows in 2007 shows a 23% decrease from the previous minimum, in 2005, and 39% below the average minimum extent for the time period 1979-2000. The bottom part of this graphic shows the development according to the Arctic Climate Impact Assessment (ACIA) and the merging of five global climate models - the resultant projections shows successive decreases for this century. The Arctic sea ice represents a habitat for wildlife, a climate change indicator and an important factor in the global circulation systems.
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Urban extents illustrate the shape and area of urbanized places. Urbanized localities are defined as places with with 5,000 or more inhabitants that are delineated by stable night-time lights. For poorly lit areas, alternate sources are used to estimate the extent of cities.
The extent of my day has been a tesco trip and fixing this mask that was coming apart at the bottom whilst watching buffy... I must be nearing the end now right??
Can weekends be 5 days, and work days be 2 day please??? I'm v tired.
INDIAN ROBIN :
The Indian Robin (Saxicoloides fulicatus) is a species of bird in the Muscicapidae family. It is widespread in the Indian Subcontinent, and ranges across Bangladesh, Bhutan, India, Nepal, Pakistan, and Sri Lanka. The males of northern populations have a brown back whose extent gradually reduces southwards with populations in the southern peninsula having an all black back. They are commonly found in open scrub areas and often seen running along the ground or perching on low thorny shrubs and rocks. Their long tails are held erect and their chestnut undertail covert and dark body make them easily distinguishable from the Pied Bushchat and the Oriental Magpie Robin.
> Description
The Indian Robin is sexually dimorphic in plumage with the main being mainly black with a white shoulder patch or stripe whose visible extent can vary with posture. The northern populations have the upper plumage brownish while the southern populations are black above. The males have chestnut undertail coverts and these are visible as the bird usually holds the 6–8 cm long tail raised upright. The females are brownish above, have no white shoulder stripe and are greyish below with the vent a paler shade of chestnut than the males. Birds of the northern populations are larger than those from southern India or Sri Lanka. Juvenile birds are much like females but the throat is mottled.
Several populations are named based on their plumage differences. The nominate subspecies refers to the population found across southern Peninsular India. Race leucopterus is found in Sri Lanka. Race cambaiensis of western India and erythrura (=erythrurus) of eastern India (south to around Sambalpur) have the males with brown backs. The population intermedius includes forms between cambaiensis, erythrura and fulicata in central India and parts of the Deccan region. A race munda was named for a specimen from Punjab but is now considered synonymous with cambaiensis. Older classifications treat the population in southern India under the name ptymatura while considering the type locality as Sri Lanka although the type locality has subsequently been restricted to Pondicherry.
Local names recorded by Jerdon include Nalanchi (Telugu), Wannatikuruvi (Tamil, Washerman bird), Kalchuri (Hindi). The genus name indicates that it looks similar to Saxicola, the genus of the Pied Bushchat, a bird often found in similar habitats.
> Distribution and habitat
This bird is found in open stony, grassy and scrub forest habitats. They are mainly found in dry habitats and are mostly absent from the thicker forest regions and high rainfall areas. All populations are resident and non-migratory. The species is often found close to human habitation and will frequently perch on rooftops.
The species was introduced into the New York region but did not establish. A vagrant or escape has been noted from the Maldives.
> Ecology
Population densities of 193-240 individuals per square km have been estimated in the Pondicherry University campus. The ratio of males to females was about 1.5:1. Territory size for males is estimated at about 6650 m2. Males can be aggressive to others during the breeding season and will even attack reflections. Human activities such as felling and firewood removal in forests appear to benefit them.
> Food
They feed mostly on insects but are known to take frogs and lizards especially when feeding young at the nest. Individuals may forage late in the evening to capture insects attracted to lights.
> Breeding
The breeding season is December to September but varies according to region and usually begins with the first rains. Peak breeding in northern India is in June and is earlier in Southern India. In Sri Lanka it breeds in March to June and August to September. Males sing during this season and display by lowering and spreading their tail feathers and strutting around the female, displaying their sides and fluffing their undertail coverts. Males will drive away other males and patrol their territory by flying with slow wing-beats from perch to perch. They may sometimes peck at their reflections. An aggressive display involves fluffing up the feathers and holding the bill high.
Nests are built between rocks, in holes in walls or in a tree hollow. Nests are lined with animal hair and it has been noted that many nests have pieces of snake sloughs. The eggs are of regular oval form, but many are elongated and a few pointed. They have a fair amount of gloss. The ground-colour is white, often tinged with faint green or pink, and this is rather closely spotted, speckled, streaked, and mottled, with rich reddish or umber-brown and brownish yellow, with some underlying lavender. The markings are denser at the larger end of the egg, where they form an irregular cap. Some eggs are blotched with dark reddish brown at the large end. Eggs measure from .76 to .84 in length, and from .55 to .62 in breadth. Three to four eggs is the usual clutch. An abnormal clutch of seven has been noted although none of the eggs hatched at this nest. Only the female incubates. Eggs hatch in about 10–12 days. Chicks have black down. Both males and females feed the young, the males sometimes passing food to the female which in turn feeds the young. Nestlings may feign dead (thanatosis) when handled. Nestlings may be preyed on by the Rufous Treepie.[30] The same nest site may be reused in subsequent years.
An old anecdotal record of these birds laying their eggs in the nests of Turdoides babblers has not been supported by later observers. Laboratory studies have demonstrated cyclic changes in the melanin pigmentation of the tissue surrounding the testes. The dark pigmentation is lost during the breeding season and regained later.
PHOTOGRAPHY : ADITYA ROY
Lily's Ice Cream.
Photography and design work for Lily's Cafe Dining
D700 + 85 F1.4 + Extention tubes.
Natural Light. Camera right: about 2x10 meter window on a nice day.
Record number: splay 02325
Author: Muñoz Seca, Pedro, 1881-1936 and Pérez Fernández, Pedro, 1885-
Title: El escándalo : juguete cómico en tres actos
Imprint: Madrid : La Farsa, 1935.
Extent: 17 x 12 cm
Series number: La Farsa, 383.
Rights info: No known restrictions on access
Repository: Thomas Fisher Rare Book Library, University of Toronto, Toronto, Ontario Canada, M5S 1A5, fisher.library.utoronto.ca